Dodge NV4500 Manual Transmission - Fifth Gear Fix & Photos

This is the front bearing retainer, which holds the front main bearing in, and it's what the throwout bearing rides on. After a thorough inspection, Jacobson gave ours a clean bill of health.
This is the front bearing retainer, which holds the front main bearing in, and it's what t
After inspecting the bearing surfaces, splines, and Fifth Gear nut retaining threads, Jacobson also found that our mainshaft was in great shape.
After inspecting the bearing surfaces, splines, and Fifth Gear nut retaining threads, Jaco
As we started reassembling our trans, Jacobson pointed out that all new items such as snap rings are included in the RSG small parts kit and they must be installed. Here you can see the shaft with First and Second Gear and other components installed. Jacobson is installing the pin that locks in a thrust washer. Part of its duties include keeping Second Gear from turning against Third Gear. There are three pins like this in the NV4500.
As we started reassembling our trans, Jacobson pointed out that all new items such as snap

Here you can see the mainshaft with everything mocked up but without the bearings pressed on in their finished position. During reassembly, Jacobson says it's important to ensure that the synchros and slide collars aren't installed backwards. All transmissions, especially the NV3500, will have all kinds of issues if these parts are reassembled incorrectly.
Here you can see the mainshaft with everything mocked up but without the bearings pressed
Surprisingly, our countershaft was in good shape. We just installed a new bearing and overdrive synchro ring. This shaft carries a load in all gears except Fourth Gear (Fourth Gear is the 1.00:1 gear, so it doesn't route power through the countershaft).
Surprisingly, our countershaft was in good shape. We just installed a new bearing and over
It's important to correctly install the rear bearing retainer (shown), because it also holds the reverse idler gearshaft in place. If the reverse idler gearshaft is incorrectly installed, you can bend the bearing retainer and even possibly crack the transmission case.
It's important to correctly install the rear bearing retainer (shown), because it also hol

These shims go between the rear bearing retainer and the bearing to provide proper endplay for the mainshaft (the countershaft also uses shims to set endplay). After installing new bearings, the endplay may change, so endplay must be measured with a dial indicator. New shims are included in the RSG small parts kit.
These shims go between the rear bearing retainer and the bearing to provide proper endplay
Here you can see our dual mass flywheel after it was resurfaced. Before it was sent out, Jacobson gave it a thorough inspection that included looking for heat cracks and inspecting the springs to make sure they were intact and in good shape. Overall, our flywheel was in good shape, especially considering the high mileage and abuse it has endured.
Here you can see our dual mass flywheel after it was resurfaced. Before it was sent out, J
With almost 100,000 miles on the odometer, it came as no surprise that out factory clutch was shot, so we installed a new Centerforce Dual Friction clutch assembly. This bad boy generates up to a 90 percent increase in holding capacity over the stock clutch. Even with this vastly increased holding capacity, it provides smooth engagement and light pedal pressure. Centerforce also sent a clutch pilot tool and a clutch release (throwout) bearing.
With almost 100,000 miles on the odometer, it came as no surprise that out factory clutch

The technicians at Larry's Automotive did battle with our pilot bearing in an effort to remove it from the engine block. Part of the problem was that the input shaft had severely worn the pilot bearing, so there was little for the puller to latch onto. This is a common issue with high-mileage manual-transmission vehicles.
The technicians at Larry's Automotive did battle with our pilot bearing in an effort to re
Fluid leakage and a dragging clutch forced us to install a new clutch slave. The leakage problem was solved, but not the dragging. Jacobson and his crew ended up lengthening the stock clutch linkage by about 0.25 inch to effectively raise the clutch pedal from the floor when depressed. This allowed the clutch to totally disengage.
Fluid leakage and a dragging clutch forced us to install a new clutch slave. The leakage p
A busy shop and our tight deadlines meant we had to install the trans "old-school" without the truck on a hoist. First, the clutch and bellhousing were installed, then the trans, and then the transfer case and driveshafts. Our first drive revealed a perfect shifting transmission, and thanks to the creativity of the guys at Larry's Automotive, we no longer have a dragging clutch.
A busy shop and our tight deadlines meant we had to install the trans "old-school" without

Fifth Gear And The Dodge NV4500.

Having problems with Fifth Gear in your Dodge NV4500? There is a fix. According to the folks at Rockland Standard Gear, the Dodge NV4500 had a design defect in the splines on the mainshaft Fifth Gear. The splines were not long enough and they were manufactured with an incorrect angle. This caused a slight creep of the Fifth Gear on the mainshaft due to throttle changes, which resulted in many of the units having the Fifth Gear loosen its retaining nut. This allowed the gear to move out of position on the mainshaft and cease to function. If you have a Dodge NV4500 with this problem, you have options. One is to purchase the kit that RSG offers. It includes a gear and mainshaft that utilize split-ring washers under a locknut to retain the gear under thrust loads. It also has redesigned full-length splines on the gear and corrected spline angles.